Page 1


May 2014 • issue 2




PM #40069240

Hot Stuff

Conference Planner

Thieves are targeting your

Your complete guide

freight, but it can be protected

to PMTC’s main event

pg 19

pg 31

HELPING OLD DOMINION TRUCK LEASING INCREASE PROFITS BY LOWERING ITS REAL COST OF OWNERSHIP. Freightliner Trucks and Old Dominion have a lot in common. We both provide customizable solutions to help move freight in the most efficient and economical way. And one of the ways Freightliner does that is by lowering its customers’ Real Cost of Ownership. We consider fuel efficiency, uptime, connectivity, safety and quality. It’s these factors together that determine Real Cost of Ownership. And it’s different for every customer. Whether you value safety over fuel efficiency or uptime above all, Freightliner offers integrated solutions that are right for your business. To learn more about lowering your Real Cost of Ownership, visit

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL/MC-A-1335. Specifications are subject to change without notice. Copyright © 2014. Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

issue 2 MAY, 2014


5 Editor’s view

7 President’s report

7 Chairman’s message

46 Stats and facts 10 years of SmartWay

31-34 Conference planner Prepare for the leading conference for Canada’s private fleets.



Tread Carefully The right tire choices will make a lasting difference.

39 New Products Updates for the Freightliner Cascadia, added power for the Cummins ISX 15, Peterbilt’s 75th anniversary 579, boosted Kenworth fuel economy and more.


Hot Stuff Thieves are targeting more freight than ever before. Are you at risk?


People Problems Think for-hire fleets are the only ones to worry about a driver shortage? Think again.




Brick by Brick The next fuel economy targets require a close look at trailers.


Hybrid Hopes Coca-Cola, municipalities continue to find value in hybrids.


Peace of mind No matter what curve the road throws at you

TAKE THE UNEXPECTED IN STRIDE. Managing a fleet is hard enough, never mind when trouble strikes on a remote route. But with Great Dane’s AdvantEDGE Program and its North American network of service locations, peace of mind is always close by —making your fleet operations more reliable and easier to manage. With AdvantEDGE, you drive away with more, no matter where the road takes your fleet.

For FREE enrollment, scan the QR, call (877) 600-3433 or visit

24/7 EMERGENCY ROAD SERVICE | OVER 100 AUTHORIZED LOCATIONS IN THE U.S. AND CANADA | CENTRALIZED INVOICING Find an approved Great Dane service location near you by visiting, or download our new mobile app for free from the App Store or Google Play. Great Dane and the oval are registered trademarks of Great Dane Limited Partnership.

New oil category will be a key to better fuel economy

Every part,

truck and engine

manufacturer right now is looking for ways to improve

fuel economy, says

Shell’s Dan Arcy

John G. Smith EDITOR

EDITOR John G. Smith 905-686-4851 Twitter: @wordsmithmedia


PUBLISHER Jack Meli 647-823-2300


FUEL EFFICIENCY WAS CLEARLY a dominant theme during this spring’s trade shows. The 2014 model year marks the first phase of tighter limits on greenhouse gas emissions, met by burning less fuel. Manufacturers have responded with a host of innovations from engine tweaks to improved aerodynamics. Trailer makers discussed plans to streamline their shapes (see Brick by Brick, page 35), and Walmart turned heads with the WAVE concept vehicle powered with a turbine hybrid and electric motor. “Every part, truck and engine manufacturer right now is looking for ways to improve fuel economy,” Shell OEM technical manager Dan Arcy observed during a chat with Private Motor Carrier. As interesting as the changes to hardware have been, a pending change to engine oil will also play its own role in fuel economy targets, marking one of the biggest changes to lubricants in a decade. Formulas used in today’s engines meet a standard known as CJ-4, handling emissioncleaning challenges such as Exhaust Gas Recirculation systems, soaring underhood heats, retarded engine timing and higher soot loads. A new oil category known as PC-11 is being established to support the next generation of engines, which will introduce even higher temperatures sustained over longer periods of time. And this time there will be two distinct types of the lubricant – a 15W40 for older equipment, and a lower viscosity for trucks built after 2016. The thought of managing yet another fluid may send shivers down a technician’s spine, but the promised improvements are actually a reason to be excited. Fuel economy can already be boosted by 1.6% when shifting from today’s 15W40 to a 5W30, Arcy says. Some trucks already come from the factory with these lubes in their sumps. The new lowviscosity oil, complete with better High Temperature High Shear (HTHS) properties, promises to add another 1% to those gains, complete with the added protection that the next generation of engines will need. The work is not to be taken lightly. New performance tests have to be created to ensure the thinner protective layers can properly protect engine components and prevent challenges such as the scuffed rings and liners which lead to cracks and leaks. But those who keep a close eye on the changes to come will be able to reap the rewards.

John G. Smith, Editor Twitter: @wordsmithmedia


ART DIRECTOR Lisa Zambri CIRCULATION MANAGER Mary Garufi 416-442-5600 ex 3545


Private Motor Carrier magazine is produced under contract by BIG Magazines LP, a division of Glacier BIG Holdings Company Ltd., a leading Canadian information company with interests in daily and community newspapers and business-tobusiness information services. Editorial services and content supplied by WordSmith Media Inc.

The contents of this publication may not be reproduced or transmitted in any form, either in part or full, including photocopying and recording, without the written consent of the copyright owner, the Private Motor Truck Council of Canada. Nor may any part of this publication be stored in a retrieval system of any nature without prior written consent. ISSN 2291-3998 (Print) ISSN 2291-4005 (Online)

Return Undeliverable Canadian Addresses to: Circulation Department – Private Motor Carrier magazine 80 Valleybrook Drive, Toronto, Ont M3B-2S9 Subscription Inquiries – 416-442-5600 The content of this magazine should be viewed for information purposes only, and should not be seen as an alternative to legal advice.



May 2013 • issue 1

“Our Volvo fleet is our biggest asset for attracting and keeping good drivers.”

“Drivers know we’re a quality company. If you show someone you care, they respond. Our drivers appreciate the comfort of our Volvos - for the cab room, convenience of controls and great visibility, and when drivers are happy, they drive safely and efficiently. They love I-Shift. It is the single most reason that drivers pay more attention to the road and road conditions. As a result, we save money on our insurance - our record is impeccable! Volvo power and I-Shift have helped our drivers improve our fuel economy by 8 – 9%, and have helped us intrigue young drivers too. Volvo efficiency and reliability combined with good driver loyalty have kept us competitive and able to serve our customers the way we want to and need to.” Steve Ondejko, President, Onfreight Logistics Learn more at Volvo Trucks. Driving Progress


Another edition packed with valuable information

Don’t miss out on our annual conference

WELCOME TO THE 2014 CONFERENCE EDITION of Private Motor Carrier magazine – where you’ll find the complete agenda and registration information to participate in the only conference designed exclusively for Canada’s private trucking community. I encourage everyone to make plans to join us on June 18 and 19 at the Kingbridge Conference Centre in King City, Ontario. Just like the conference itself, this edition has been packed with plenty of relevant insight for private fleet managers. The People Problems feature (page 26) explores the challenge of the driver shortage. While we know there are different points of view on the subject, and private carriers don’t always experience the same shortage seen in other sectors of the trucking industry, this is hardly a “non issue”. As the data and viewpoints gathered from researchers and fleet managers will show, there are some serious demographic challenges on the horizon. Tread Carefully (page 9), looking at the factors which guide wise tire choices, may also surprise you. Honestly, how many fleet managers recognize the ways that specific tire features can respond to unique operating realities? Many buyers leave tire choice to suppliers or pick products based on acquisition price alone. This article will provide you with the information needed to begin asking the right questions. Hot Stuff (page 19), meanwhile, explores the growing threat of cargo and vehicle thefts. Even if your fleet has not yet been a target of these crimes, it’s no time to relax the vigil. Thieves are becoming more innovative, targeting specific freight that can be quickly sold through intermediaries. Increasingly, the targets do not even include the high-value products we normally associate with such thefts. Enjoy every page, and we’ll see you at the conference! Bruce Richards, President


“ Bruce Richards PRESIDENT

Dennis Shantz CHAIRMAN

THE PRIVATE MOTOR TRUCK COUNCIL OF CANADA (PMTC) has hosted its annual conference at the Kingbridge Conference Centre for several years, and the event on June 18 and 19 will continue that tradition with an exciting and educational agenda for the private carrier community. The residential conference facility itself, located just a short drive north of Toronto, consistently receives positive reviews for its amenities and country setting alike. But, of course, this great venue is just one attraction adding to a valuable program designed to focus on many important topics, feature several knowledgeable speakers, and still provide plenty of time to exchange ideas with leaders in the private trucking community. The two-day, all-inclusive agenda features seven value-packed seminars; an Exhibitors’ Showcase where attendees can gather new ideas for making their fleets even more productive; and networking opportunities that attendees confirm are second to none. The full calendar of events can be seen on pages 31-34. We will also celebrate excellence by recognizing the best of the private trucking community. During the Hall of Fame luncheon, sponsored by Huron Services Group, we will induct professional drivers with impeccable safety records. The Private Fleet Safety Awards, sponsored by Zurich, will reward private fleets which have implemented proven safety programs and demonstrated on-road excellence. And, of course, the Vehicle Graphics Design awards sponsored by 3M Commercial Graphics will celebrate some of the best truck and trailer graphics on the road. Year after year, attendees at this annual event consistently praise its value and return. They know that the time spent exchanging views and ideas with fellow fleet operators and suppliers can help make operations even more effective. Come join us to see what the PMTC conference can do for you. Dennis Shantz, Chair

May 2014

PMC • 7

tread by John G. Smith


The right tire choices will make a lasting difference

"If we had a specific tire for every application it would be overwhelming," says Ryder Canada's Brian Edwards. Photo: John G. Smith


yder Truck Rental Canada has more than 106,000 tires on the ground at any moment in time. About 39,000 of them will be replaced every year. So there’s little surprise that Brian Edwards, manager of technical sales support, is focused on finding the best options. “Tire cost is the single-largest piece of the truck’s maintenance cost,” he observes. But there is no single solution; no one tread that fits all. The perfect choice needs to consider where the tire will be mounted, how it will be used, and even the routes it will travel. Then there is the matter of weighing the promises to improve traction, control irregular wear, reduce on-road breakdowns, or enhance fuel economy. “There are a lot of different things that go into defining what creates value for a fleet,” says Paul Crehan, director – product marketing at Michelin Truck Tires North

America. “You’re always balancing multiple features.” In urban settings, Edwards wants a tire that will work in several applications. Too many options will strain tire replacement inventories. “If we had a specific tire for every application it would be overwhelming,” he says. It is not the only way supply chains play a role. Wide-base tires have been rejected so far because they are harder to source in more remote areas. When it comes to regional equipment, meanwhile, the focus turns to durability in a bid to support retreading programs. But the heavier loads in Western Canada demand drive tires with aggressive open shoulders – the voids between individual lugs along a tire’s outside edge. The longhaul tires easily hold the greatest promise for a long life. Their routes are straight and the time off road is limited.

“The longer you can prevent the initiation of irregular wear, the more likely you are to get the maximum number of miles out of that tire,” says Greg McDonald, engineering manager – corporate accounts with Bridgestone North America. In the case of a steer tire, this will mean features including a tread that is not too deep, and some form of “decoupling” groove to separate the tread’s outer edge and the tire’s shoulder. But even the expectations for longhaul tires can change. Ryder Canada once focused on tires which “wore like iron” and offered the best mileage for every 32nd of an inch, Edwards says. Rising fuel prices and new emission standards limiting greenhouse gases shifted the focus to Low Rolling Resistance (LRR) designs. Some of the added fuel economy is realized by using two different compounds

May 2014

PMC • 9


For 100 years, Utility innovation has delivered numerous firsts. But being first means nothing unless innovation leads to trailers that will stand the test of time and endure the challenges that a trailer faces going down the road. Our next 100 years will be filled with firsts, but more importantly firsts that lead to safer, stronger, lighter and better trailers. Find out more at

To find out more, call your local dealer or visit Š 2014 Utility Trailer Manufacturing Company. All rights reserved.

A careful watch over inflation pressure can help to improve fuel economy and extend casing life. (Photo: Bridgestone)

MICHELIN SELLS 2 MILLION X ONES Michelin has sold 2 million of its X One wide-base tires since launching the product in 2000 – helping customers save more than an estimated 560-million litres of fuel in the process. The tire promises to improve fuel economy by up to 10% and reduce weights by 740 lb. per truck. Early concerns about availability on the road have also been eliminated, says Ted Becker, vice-president of marketing for Michelin Americas Truck Tires. The tire is now available through 2,000 points of sale. The latest version of the tire is the X One Line Energy T trailer tire, which promises to last 15% longer than previous versions. It is supported by the matching X One Line Energy T Pre-Mold Retread. “With a traditional tire, as the vehicle load changes, so does the contact patch or footprint the tire has on the road,” Becker explained. “A lot of times trailers go out full and come back empty, there are camber issues, the crown of the road — all these factors affect the contact patch of the tire. We designed a casing structure that keeps a constant footprint to reduce irregular wear.”

BRIDGESTONE UNVEILS NEW RIB-TYPE TIRE Bridgestone Commercial Solutions’ M854 is a new rib-type tire that can support severe on/ off highway applications including dump trucks, cement mixers, bulk carrier equipment and logging applications. “Construction, logging and refuse fleets travel on loose terrain and uneven surfaces, which requires a specially designed tire to withstand these demands,” said Matt Loos, director of truck and bus marketing. “The M854 features advanced construction providing long mileage, aggressive traction and strong casing durability. A wide footprint maximizes tire grip, while cap/base compounding and optimized casing construction improve overall occurrence of irregular wear, extending original tread life.”

GOODYEAR TIRES FOR MIXED SERVICE Goodyear recently unveiled two new tires – the G731 MSA and G751 MSA — for construction, dump, cement mixer and other mixed-service fleets. Several sizes will also be available with the company’s DuraSeal Technology. This gel-like rubber compound is built into the tire’s casing and will seal punctures up to ¼” in diameter in the repairable area of a tire’s tread. The G731 MSA, which is designed for 20% on-road and 80% off-road service applications, features 5% more removal miles than its predecessor, a special tread compound to resist cuts and tears, and a lower rolling resistance. The G751 MSA, designed for 80% on-road and 20% off-road applications, features 50% more removal miles than its predecessor, and a lower rolling resistance.

in the tire, with the underlying layer flexing more easily than the material touching the surface of the road and consuming less energy, Crehan explains. The U.S. Environmental Protection Agency’s SmartWay program offers its stamp of approval to the tires which have proven the biggest fuel economy gains. Transport Canada research unveiled during the Private Motor Truck Council of Canada’s 2013 annual conference even proved that the gains have been made without sacrificing winter traction or durability. Low Rolling Resistance tires could boost fuel economy 3-6% depending on how many are used, McDonald says. On a typical tandem tractor and tandem trailer, 18% of the savings will come from the steer axles and 39% will come from the drive axles, but the remaining 43% will include the trailer tires. “If fleets are paying really detailed attention to the rolling resistance of the tractor tires, but they’re just putting anything [such as a tire designed for a different wheel position] on the trailer, they’ve already defeated half of their fuel economy program as far as tires go,” he says. Increasingly, the fuel economy promises are the most important factors of all, Edwards says. “The old days of the mega-traction type tire is going to go away.” CURB APPEAL The pick-up and delivery fleets which spend most of their days on city streets face a different challenge. Here, the overriding interest involves compounds which promise to resist cuts and tears as they bounce through potholes and over railway tracks, McDonald says. Added material in a sidewall can offer a protective barrier against curbs, while deeper treads on the drive tire offer more rubber to scrub away before retreading. If the truck spends all of its time on a well-maintained road, a drive tire with a deep rib design will place more material on the ground and boast a slower wear rate than a lug-type tire. Some of the most complex tire choices involve a mix of operating conditions, like

May 2014

PMC • 11

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Cummins is the transportation industry’s first choice in engines, from the ISX15 to the new ISV5.0. Industry-leading fuel economy, including 3-6% improvement with the ISX15 and the SmartAdvantage™ Powertrain, is the result of total system integration and continuous improvements to our proven technology. Plus, you get the unmatched support of the largest, most capable service and support network in North America, with over 3,500 locations. To learn more, call Cummins Care at 1-800-DIESELS™ (1-800-343-7357) or visit Experience leading fuel economy and unmatched support, every mile you run.

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v Sipes -- Small cuts in the tread pattern offer

Compounds -- Tread

added traction.

compounds affect rolling resistance, scrubbing and casing temperatures. (Photo: Michelin)

Tread design — The


even tread design on Decoupling groove --

a steer tire will help to

Separates the tread's

fight irregular wear.

outer edge and the tire's shoulder. (Photo: Bridgestone)

DAiLy, wEEkLy OR mOnThLy REnTALs Shallow ribs -- A trailer tire with a shallow rib will support longer tire


life and even wear. The rubber is less likely to squirm during turns. (Photo: Bridgestone) 3-ton

a truck that splits its time on and off the road, or travels most of its kilometres on a highway but spends one-third of the time making tight turns in an urban environment. “There are a lot of different vocations,” says Brian Buckham, commercial brand marketing manager for Goodyear North America. “It’s hard to design one tire for dump trucks and the same tire for waste haulers because they all have different service conditions.” But there are times the needs overlap. A work truck or cement truck used in construction, but spends most of its time on a paved road, may be able to use a mixed service tire. In these tires, fleets looking for extended tire life will want big, stable blocks that hold their shape as the tread enters and exits the tire’s footprint, he says. “If it starts squirming or slipping, that’s what creates the faster wear.” Treads which have stone ejectors – raised areas inside a tire’s voids – can help to push out the stones that will otherwise be trapped and drill into the tire. This can even be an important feature outside a job site. “Sometimes they pull into their own yard and it’s gravel,” Buckham observes. “Every time it goes through the footprint, those [ejectors] will flex a little bit and will work stones out.” He also prefers blocks with tapered sides. “When you have grooves that go straight up and down, and if you start running through gravel with a similar width, they [the stones] will get in


day cab


dry van


reefer trailer



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montreal May 2014

PMC • 13


Keeping your fleet on the road shouldn’t be complicated. That’s why we introduced On-Demand maintenance – the first of its kind in Canada. This flexible solution provides private fleets and for-hire carriers with pay-as-you-go preventive maintenance and repair, when and where it’s needed. With a network of well-equipped shops across the country, trained technicians and consistent processes, we’ll help you keep your fleet rolling.

Learn more about On-Demand Maintenance:


Ryder and Ryder Logo are registered trademarks of Ryder System, Inc. Copyright © 2014 Ryder System, Inc.

there and they’ll never get out.” Once that stone breaks through to the tire’s belt, the wires will rust and the casing will be damaged. At best that will need to be repaired. At worst it might mean the casing cannot be retreaded. Retreadability can certainly be a key factor when looking to reduce costs over the life of a tire. It is why Edwards balks on deals for offshore tires that seem too good to be true. Their casings might be rejected long before their time. MAINTENANCE PRACTICES Maintenance practices make a difference, too. Ryder, which measures tread depths during every Preventive Maintenance inspection, saw a dramatic increase in the number of casings available for retreading once it began removing tires after treads wore down to 4/32”. “We have very little, if any, stone drilling,” Edwards says, referring to a common threat posed by shallower treads. The focus on tire life also extends well beyond the wheel end. The length of the frame, reinforcements and axle choices can all influence tread wear. “Air suspension has served the Canadian fleet particularly well,” Edwards adds, referring to the shift away from spring suspensions on single-axle straight trucks in 2008/09. While some fleets are adopting tire pressure monitoring systems, he suggests there is no alternative to regular checks with a calibrated tire gauge. (“A hammer is accurate to plus or minus 60 psi,” he jokes.) Challenges such as uneven wear can also be spotted with an up close and personal look. Anything off by more than 10 psi is inspected and re-inflated. Looking at the tires rolling through his shop, Edwards is largely impressed by advances over the last decade. “The changes they’ve done, the makeup, the rubber compounds that they’re using today, they seem to be better with every iteration.” But claims are not taken at face value. Ryder’s maintenance group in Miami works with vendors to establish specific spec’s. Tests by the fleet will typically include hundreds of tires. “That gets you pretty meaningful data,” he says. It isn’t the only way that data plays a role in the decisions. The fleet continues to track everything from tread depths to casings. “Our tire folks can pull down a particular fleet of trucks or type of truck or specification of truck,” Edwards says. The costs per kilometre reflect everything from road failures to service calls, tread life, casing life, irregular wear, safety and reliability. “None of these criteria are second to any other.” No matter what the application, Crehan says fleets should ask themselves a key question before buying any tire: “What is the sort of thing you just can’t live with?” A fleet without any just-in-time demands may be willing to accept an increase in roadside tire failures in exchange for a lower acquisition price. Its counterpart that hauls milk, which could spoil if stranded for too long, will approach the question a different way. Knowing why any tire is removed, what it looked like when it was removed and why a challenge occurred, a fleet is in a better position to choose the best option, McDonald says. “What tire is pMC going to fit [your] needs?”

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mONTREAl May 2014

PMC • 15

Bruce Richards, president of the Private Motor Truck Council of Canada, and Mike Millian of Hensall District Cooperative, attended the meeting to show their support as Trucking HR Canada board members.

Community offers support for women More than 20 leading women in Canada’s trucking industry joined together at the Truck World trade show in April, participating in the inaugural meeting of Supporting Women in Freight Transportation. The new national advisory committee was established by Trucking HR Canada and includes a cross section of senior managers, directors, presidents and C-level executives. Their goal is to educate women about careers in trucking, identify challenges and barriers to career paths, and promote the recruiting and retention practices which support women in the workforce. “Only 3% of Canada’s truck drivers, mechanics, technicians and cargo workers are women,” observed Angela Splinter, Chief Executive Officer of Trucking HR Canada. “Any solution to the trucking industry’s intensifying shortage of personnel will clearly involve reaching out to this largely underrepresented group.” Women also account for just 11% of managers, 13% of parts technicians, 18% of dispatchers, and 25% of freight claims/safety and loss prevention specialists.

It’s time for Tims Tim Hortons is a popular destination for high school students across Canada, but the company recently made a special delivery to one Toronto-area high school. Students participating in the Teens Learn to Drive program gained some valuable insight in how to behave Tim Hortons offered Toronto-area students valuable insight around trucks, thanks to a truck and into how to behave around trucks. driver provided by Trevor Davis of TDL Group. Driver Barry Pieta spent the day giving students the chance to observe the view from a driver’s seat, and shared information about factors such as stopping distances. About 5,000 students will participate in Teens Learn to Drive by the end of June.

May 2014

PMC • 17


hot stuff

by John G. Smith

Thieves are targeting more freight than ever before. Are you at risk?


ith losses now estimated at $5 billion per year, the cost of Canada’s stolen cargo is staggering. “Cargo theft in Canada presents a significant and growing threat to shippers,” FreightWatch International reports in its 2013 study on global cargo thefts. Fleets working in major cities and supply hubs such as Montreal, Edmonton and Vancouver are at particular risk. But

the Greater Toronto Area (GTA) faces some of the biggest losses of all. Police there report cargo thefts which rival numbers in Los Angeles, Dallas/Fort Worth and South Florida. Brampton, a city on the area’s western edge, accounts for one in every four reported cargo thefts in Ontario. By some estimates, the GTA loses $500,000 in cargo per day. These are not typically armed hijackings, FreightWatch International

observes. In Canada and the U.S., most goods are taken without a confrontation. Increasingly, thieves are simply hooking up to loads and rolling through the front gate. “It has developed from thieves following a load and waiting for an opportunity to steal the targeted cargo, to essentially setting an appointment to steal it.” A thief simply cons their way into a fleet yard by posing as a legitimate driver or third-party broker. These

May 2014

PMC • 19

Cargo theft is much more than an insurance problem. “deceptive pickups” accounted for 6.45% of U.S. cargo thefts in 2012 — up almost sevenfold since 2009. Still, truckers continue to be shot and killed for their freight as well. In 2009, a gang hijacked a $1.5-million load of pharmaceutical products being hauled through Mississauga. In 2006, barely an hour down the highway, a trucker was murdered in Pickering for a load of air-chilled chicken. “Cargo theft is much more than an insurance problem. It’s a dangerous, expensive, global threat that puts individuals, communities and businesses at risk,” Insurance Bureau of Canada Atlantic Vice-President Amanda Dean said in a release, during a recent training session in Dieppe, New Brunswick. “If you are in the trucking industry you are at risk,” adds Greg St. Croix, national transportation risk focus leader at Marsh Canada, a major industry insurer. “They want what you have.” WHAT THE THIEVES WANT Today’s targets are more likely to include something like a $76,000 load of food rather than a $380,000 load of electronics. While the electronics accounted for 32% of losses in 2007, the share dropped to 12% in 2012. Consumables such as food and drinks – now accounting for 19% of thefts — are simply more difficult to trace and can be sold everywhere from flea markets to the kitchens of disreputable restaurants. York Regional Police Detective Sergeant Paul LaSalle refers to goods such as detergent, diapers and batteries as just a few examples of things he has seen stolen. “Anything that can be sold at any store can be fenced through many avenues,” he says. St. Croix suggests the focus of thieves can mirror the state of the economy. “When the economy goes south, it’s the food stuff. When the economy is good, it changes from those commodities to electronics.” There is a clear connection to commodity prices as well. When there was a spike in copper prices, thieves turned their attention to anything made of the

It’s a dangerous, expensive, global threat that puts

individuals, communities and businesses at risk.

Insurance Bureau of Canada Atlantic Vice-President Amanda Dean

metal. Then when the price of corn increased, there was a corresponding jump in the price of cattle feed. Suddenly loads of beef became more valuable. One of the biggest cargo thefts of 2012 involved stealing 6 million pounds of maple syrup from the Global Strategic Maple Reserve in Quebec, mostly shipped a truck at a time to Kedgwick, New Brunswick. It was worth $20 million. The search for coveted goods might even be a little easier when thieves turn their attention to private fleets. Truck graphics are widely recognized by these businesses as a powerful branding tool, says Northbridge Insurance risk services specialist David Goruk, but they also advertise the contents of the trailer. Even the day of the week plays a role in targets. About 71% of the thefts from cargo facilities like fleet yards and warehouses came on weekends in 2012. They are the days when yards are patrolled by skeleton crews, if they are patrolled at all. The thefts may not even be discovered until Monday morning, giving thieves a head start. To compound matters, police typically have a seven-hour window in which to recover a stolen load, St. Croix says. The timeframes are even shorter in urban areas like Toronto and Montreal. THE HIDDEN PROBLEM While the problem begins to grow, many fleets continue to be secretive about the losses. Even though there was an 18% jump in Canada’s reported cargo thefts between 2011 and 2012, there were almost as many notices of recovered freight as there were thefts, FreightWatch International reports. The police may be good, but that good? LaSalle suggests there may be several reasons why fleet managers are silent on the issue. For-hire fleets and brokers may be worried about being marked with a

reputation for losing freight. Fleets of every type may be worried that reports could lead to higher insurance premiums. “For us, it’s a hurdle,” he adds. In other cases, a fleet might swallow a $25,000 loss if it has a $50,000 insurance deductible, St. Croix says, suggesting that barely a quarter of the losses are reported. Some insurance policies also exclude unattended trucks, specific types of cargo, or losses in known high-theft areas. But even accounting for factors like this, thefts have been counted among the top six cargo claims for several years. It is getting worse. Organized criminals are discovering that the thefts offer a low risk and high reward, St. Croix adds. The penalties for stolen cargo pale in comparison to illegal activities involving drugs and guns. To compound matters, underserviced and underfunded police departments will likely focus more attention on higher-profile crimes, he says. The investigated thefts can seem more like a paper shuffle. There are exceptions. He refers to York Regional Police as an example. They have made cargo crime a focus of this year’s Crime Stoppers program, addressing the growing issue identified by the Canadian Association of Chiefs of Police. The awareness campaign includes everything from posters in truck stops to brochures handed out to drivers. “The idea is to get people talking about it, to get the information flowing,” LaSalle says. It is also a matter of raising awareness so consumers realize that the thefts play a role in prices on store shelves, and can even threaten highway safety as thieves speed away with their loads. The problem might even be worse than it needs to be. “Fleets don’t take some basic riskprevention measures,” St. Croix says. “We in the [trucking] industry are pretty good pMC at shooting ourselves in the foot.”

May 2014

PMC • 21

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cargo KEEPERS 15 ways to fight cargo crime


argo crime is a growing problem, but fleets don’t have to be willing victims. The Private Motor Truck Council of Canada publishes a checklist of crimepreventing tips and techniques in the form of the free Guidelines for Security in Trucking – addressing everything from general practices to approaches involving fleet yards, buildings, equipment, routing and personnel. (See publications/fleet-security-checklist for details.) Private Motor Carrier also asked Greg St. Croix, national transportation risk focus leader at Marsh Canada, and David Goruk, a risk services specialist at Northbridge Insurance, to share some of their top tips for protecting a load. Encourage drivers to keep a secret – Loose lips sink ships. They also threaten trucks. “You trust your friends, but you never know,” Goruk says, stressing the need to remain secretive about cargo, routes and security protocols. Conduct regular criminal background checks – Fleets are required to conduct criminal background checks on drivers heading to the U.S., but the reviews could reach beyond that. Goruk recommends conducting the checks on every employee, and every few years. A driver who had a clean record when first reviewed may fall on hard times or begin a life of crime after being hired. Mark it up – It will always be easier to track down a stolen trailer that is covered in vehicle graphics, St. Croix says. “White 53-foot cargo vans get lost in the

system ... You don’t often find Coca-Cola vans stolen.” Options include everything from complete wraps to conspicuity tape

marked with a fleet’s logo. Even sprayed markings on trailer crossmembers can help to identify equipment after a theft.

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Install and aim security cameras – A picture is worth a thousand words, particularly if it captures the right information. “The problem is when [security cameras] are 40 feet up and all they can do is show the guy stealing the truck,” St. Croix says. “Make sure there’s a camera pointed at the truck door or the truck window so you can capture a picture of the driver.”

The images will certainly help in an investigation. Once something is stolen, a close look at the video recorded in the previous days and weeks can help to identify suspicious activities, such as employees hanging out in a particular area of the yard, Goruk says. Lock it tight – No lock is perfect, but every barrier can slow a thief’s progress. Cone-shaped pin locks

make it tougher to hook up to a trailer, bolt seals slow access through barn doors, and gladhand locks make it tougher to release a trailer’s brakes. Keep it indoors – As secure as a locked trailer can be, it is no match for a locked and monitored warehouse. Private fleets have a particular advantage when scheduling the times products arrive and leave, St. Croix says. When possible, use that to your advantage. “Don’t load the freight off the dock until it’s pretty much ready to go,” Goruk says. Track the trucks – Geo-fencing technology can show when a truck is straying from its appointed routes. If a driver strays into a high-crime area, it might be worth investigating. Park and protect – It will always be tougher to unload stolen goods from a trailer if the doors are parked against each other. Goruk has even seen fleets run a 6” steel channel behind parking spaces, just high enough to block the doors. “You end up with this 100’ bumper that’s bolted to the ground and the trailers just back against it,” he says. Look for help – Insurers and local police forces will sometimes offer a free security review for a fleet facility, analyzing everything from landscaping to lighting and locks, St. Croix says. And even local or regional fleets can adopt the best practices published by the Customs-Trade Partnership Against Terrorism (C-TPAT) program for cross-border carriers. Badges? We need badges? – “Fleets should issue all drivers, all personnel, with Photo ID that must be worn at all times. No photo ID? No entrance,” St. Croix says.

24 • PMC

May 2014

Looking for more security tips? Download Guidelines for Security in Trucking from

Train to protect – Every driver could benefit from training in how to protect cargo and prevent hijackings. Know the high-crime areas – The Insurance Bureau of Canada will offer a map that identifies high-crime areas around cities like Miami, New Jersey and Montreal. Anyone traveling through an area like that should arrive with a full tank of fuel so they can pick up a load and drive about 200 kilometres before needing to stop, St. Croix says. Work with carriers you trust – Load boards help to move freight in a hurry, but cargo thieves use them to identify opportunities, St. Croix says. Where possible, use pre-screened carriers who embrace a focus on security. Spec’ for security – Many equipment options can help in the fight against crime. St. Croix recommends options like stainless steel locking pins which cannot be cut or burned off, tough aluminum trailer roofs, and solar-powered tracking tags. Professional thieves can buy scanners to detect the latter devices, but they will likely look elsewhere if a single load has several tags, he says. Protect the fuel – “Fuel theft is rampant,” St. Croix says, noting how a pair of saddle tanks can hold several thousand dollars of the liquid gold. Anti-siphon screens which fit under the cap will help to keep the fuel pMC where it belongs.


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PMC • 25

problems PEOPLE

by John G. Smith

Think for-hire fleets are the only ones to worry about a driver shortage? Think again.


The average age of a truck driver (44.2 years) is increasing faster than the average age of other workers (40.2 years) because fewer young people are entering the trucking industry.

26 • PMC

May 2014

ike Millian has little trouble finding drivers. Hensall District Co-operative tends to hear from hopeful candidates long before there are any job openings, and existing employees are an ongoing source of referrals. Even seasonal opportunities attract the interest of semi-retired farmers in the area. There could be several reasons, suggests the driver and vehicle safety auditor. Maybe it has something to do with his agricultural cooperative’s strong brand in Southwestern Ontario, where the fleet employs 75 fulltime drivers and 50 part-timers. Or it could involve the promise of regional trips which allow drivers to return home every night. “A lot of guys can make a longhaul wage and without the longhaul work.” That said, Millian is still worried about the looming driver shortage. Canada has more than 300,000 truck drivers, accounting for 1.5% of the labour force. About 40% of them are involved in private trucking. But while the number of

drivers is expected to remain about the same until 2020, the demand for their services is increasing. Any help through immigration channels is limited as well. “It is nearly impossible for qualified foreign truck drivers to enter the country in order to continue their careers beyond perhaps being allowed in on a temporary basis,” the Conference Board of Canada concluded in Understanding the Truck Driver Supply and Demand Gap and its Implications for the Canadian Economy. “This puts the occupation at a disadvantage when competing for immigrant labour compared with other occupations that are recognized as skilled trades.” Then there is the matter of a demographic crunch. Just because drivers are available today, Millian can’t help but notice the graying hair around him. Less than 10% of his workforce is under 30. Most are 40 or older. “You look at the

demographics of the industry and we’re pretty much all the same.” This has led to some serious discussions with the company’s human resources manager. Part of the long-term solution will likely involve reaching out to Hensall’s pool of 450 employees – everyone from receivers to processors – and teaching some of them to drive to help offset seasonal demands. “We’re not just a trucking company,” he says. “We have a lot of people.” Smaller organizations are not so lucky. The Conference Board of Canada largely focused on the for-hire trucking industry in its report, but the findings were troubling for anyone who relies on workers behind a wheel. The average age of a truck driver (44.2 years) is increasing faster than the average age of other workers (40.2 years) because fewer young people are entering the trucking industry. To compound matters, at least one in five truckers is over the age of 54.

BROAD LABOUR SHORTAGES “Labour shortages are being predicted across all industries,” stresses Angela Splinter, CEO of Trucking HR Canada, which focuses on trucking’s human resources challenges. While today’s fleets often compete against each other for the best drivers and other employees, they will face increasing competition from other sectors looking for the same workers – much in the same way that Alberta fleets often lose employees to high-paying jobs in the Oil Sands. The same skills required of professional drivers are coveted from construction sites to mines and farms. Reports of a looming driver shortage are nothing new. “We talked about it for years. I remember this conversation when I was 20-some years old myself,” Millian says. But the demographic clock is still ticking. While the typical “dream” candidate for most fleets might be 40 years old with 15



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people problems, years of driving experience, Millian suggests it is time for a different approach. The long-term solution could involve training and mentoring a 24-year-old employee who works in the yard but would be interested in learning how to drive a truck. If nobody takes a chance on him, the promising young candidate could take a different career path altogether, he says. “We need to be thinking a little broader.” Fleet managers who identify a large share of workers approaching retirement may also want to begin asking what the aging drivers plan to do, Splinter adds. “Are they planning to retire? Are they looking for flexible working arrangements?” The aging workers could be part of the solution in the near term, as long as the fleet is willing to offer flexible hours. Of course, a change like that could involve everything from dispatching procedures to the structure of benefits plans. Older employees, for example, tend to place a greater value on options like drug plans and supplementary medical care. THE PRIVATE ADVANTAGE For now, private fleets may have a competitive recruiting edge as the shortage begins to intensify. “Private trucking fleets are more likely to focus on shorter, more regular intra-city movements, which allow drivers to be on a fixed schedule and, most importantly, be home every night,” the Conference Board of Canada concluded. The advantages do not end there, says

continued from page 27

Millian, who spent half his career working in the for-hire sector as both a driver and in safety and compliance roles. “People want to associate themselves with a recognized brand,” he says. The names of some of the largest for-hire fleets are unknown outside the trucking industry. But MolsonCoors? Tim Hortons? Everybody knows consumer brands like those. The potential career paths in private fleets can be broader, too. “There’s more opportunity for moving up and down and sideways,” Millian says, referring to job opportunities which have nothing to do with the trucks at all. Then there is the matter of human resources practices. As part of a broader company, there may be a greater promise of benefits or pension plans. Formal human resources practices also help to establish workplaces that everybody would be attracted to. A sophisticated approach to human resources can make a difference, and the umbrella corporations which run private fleets often have those in place, Splinter says. Unlike a small fleet where a manager includes human resources functions as part of their other duties, larger companies can draw on the specialists able to refine recruiting techniques, spend more time on the benefits programs which help with retention, and keep a watchful eye on compensation packages in a broad context. “It’s a matter of capacity and

what they can do,” she says. There are tools available for smaller fleets that want to address the challenges. Trucking HR Canada, for example, publishes the Your Guide to Human Resources manuals which identify how to improve recruiting practices and retain the employees who are needed. It also demonstrates how to make the business case for human resources strategies, which will be important when reaching out to the broader management team in an organization. Millian believes another part of the solution will involve a broader focus on the industry’s image, reaching out through job fairs to stress that driving is not a career of last resort, and to shed stereotypes of overweight and poorly educated workers behind the wheel. “That isn’t who a driver is,” he says. The question that remains is who the future drivers will be. pMC

Labour shortages are being predicted across all industries, says Angela Splinter of Trucking HR Canada.

May 2014

PMC • 29







brick brick by John G. Smith



n the search for better fuel economy, a trailer can be a drag. Its tires add to rolling resistance, any uneven surfaces contribute unwanted friction, and traditional shapes hardly slice through the air with ease. “Basically it’s a brick,” says Rod Ehrlich, senior vice-president and Chief Technology Officer at Wabash International, and the holder of many trailer-related patents. The aerodynamic challenges are not limited to a box-like form, either. The gap between a tractor and trailer alters air pressures, while wheels and bogies create their own disturbances. These are important challenges to overcome as the U.S. Environmental Protection Agency (EPA) looks to limit greenhouse gas emissions – a target that can only be met by burning less fuel. Trailer designs can make a difference, maintenance managers were told during the recent annual meeting of the Technology and Maintenance Council of the American Trucking Associations. The EPA’s SmartWay program already offers its stamp of approval to units which improve typical fuel economy by 5% through the help of side skirts, weight savings, and gap reducers or boat tails. A new SmartWay Elite designation is being created to identify trailers that offer gains of 9% or more. “We’re trying to come up with ways we can make the ideal streamlined vehicle,” Ehrlich says. There have been streamlined shapes before. He refers to models from decades ago which included rounded noses and roof lines, but those were abandoned. “They were expensive to build when you take metals and try to make compound curves,” Ehrlich says. Then there was the

matter of fitting square boxes and skids into curved spaces; the classic challenge of trying to fit a square peg in a round hole. “Anything that we do to interfere with that primary reason for it to exist is not a good compromise,” he says. Still, there are many gains to be had. Trailer side skirts, now fitted on about half the trailers produced by Wabash, promise fuel savings of 4-7%. Trailer-mounted gap reducers offer their own gains of 1-2%. At the rear of the trailers, aerodynamic wings known as boat tails can boost savings by 1-6%, while underbody systems promise improvements of 1-2%.

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PMC • 35

About one in four 53-foot van trailers are fitted with at least one aerodynamic device, says Mike Roeth, executive director of the North American Council for Freight Efficiencies. Side skirts are the most popular of all, and they present few maintenance costs. BEYOND AERODYNAMICS The potential improvements are not limited to aerodynamic gains alone. Low Rolling Resistance (LRR) tires can reduce diesel demands by 3%, and wide-base tires offer savings of 3-5%. By automatically maintaining tire pressures, tire inflation systems contribute another 1%. Then there are the opportunities to shed wasteful weight. A 1-1/8” composite floor can be 265 lb. lighter than a traditional wood floor, and another 100 lb. can be saved with a composite nose. “We can lower the weight of a trailer by 2,000 lb. pretty conveniently,” Ehrlich says. But there’s a catch: “It costs money to take weight out.” As promising as any gains may sound,

Ehrlich says fleets need to consider the Total Cost of Ownership behind any trailer changes. This means considering upfront costs, safety, service support, durability and warranties. “These are new devices,” he says. “How well are they going to be able to stand behind the product?” Expected resale values and maintenance costs both need to be considered, agrees Roeth, whose group has studied changes made by “leadership fleets” including Canada’s Challenger Motor Freight and Bison Transport. Claims also need to be proven. The tools for that can include everything from computational fluid dynamics (computer models showing how a trailer flows through the air) to wind tunnels, test trucks and road tests. Universities offer a valuable resource when analyzing test results, Ehrlich adds. CR England, which has 4,300 tractors and 6,800 trailers, now devotes a pair of its own Class 8 tractors and 53-foot trailers to nothing but tests of potential fuel-saving devices. Two full-time drivers are dedicated

to the work, while one-third of another employee’s time is used to coordinate the tests and analyze the data. Even though it is running two tests per week, at a cost of $2,500 each, the queue to review new components is now six months long. “It does take commitment,” says Ron Hall, the fleet’s senior director of equipment and fuel. But the results have led to proven changes. CR England tractors and trailers are equipped with 44” fifth wheel gaps, perforated mud flaps, wheel covers, single-piece composite side skirts, boat tails, Low Rolling Resistance tires, and tire inflation systems. Some fuel-saving tools were still rejected because of costs. Inventories of wide-base tires were thought to be too pricey to manage, and the fleet is “neutral” in its view of aerodynamic changes on the trailer’s surface, behind the tandem, and under the vehicle. Still, Hall stresses that the devices can still have a role to play in other fleets. “It may not be neutral for everyone,” he says.



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36 • PMC

May 2014

“The more data the better,” Roeth says. But he still believes that smaller fleets can conduct meaningful tests of their own. An operation with 15 trucks traveling the same route, for example, could simply add devices on a few of the trailers and measure the differences. “None of these tests are perfect,” he says. “None of these tests are bad.” HIDDEN OPPORTUNITIES Potential fuel savings may even be hiding inside the trailer. One option being explored by CR England, which specializes in temperature-controlled freight, includes extra floor insulation. “To us, fuel use on the trailer isn’t just what we save off the tractor. It’s also what we put into the reefer,” Hall says. This means tests also explore British Thermal Units (BTUs) lost per hour, and use thermal imaging to identify where insulation might need to be improved. The focus on fuel economy continues when the fleet’s equipment is on the road, tracking fuel purchases by truck, cross

referencing the numbers to data from Electronic Control Modules, and comparing fuel economy by specification. “If the technology requires some About one in four 53-foot trailers are fitted with at kind of least one aerodynamic device such as this side behavioural skirt. (Photo: Freight Wing) change by the driver, the fuel test is not going easier to reach fuel tanks. Tire carriers also to measure the management of that had to be remounted so they could still be behaviour,” Hall explains. Trailer boat reached. tails, for example, still need to be opened. Targets for the second phase of the EPA’s And the ongoing costs of trailer limits on greenhouse gas emissions will be enhancements are hardly limited to fuel. published by March 31, 2016, and will Hall adds between 25% and 50% to the cost of a new fuel-saving device to account focus on vehicles, engines and trailers alike. “We want real-world fuel savings,” for installation and maintenance. Even says Dennis Johnson of the U.S. something that looks like it simply bolts Environmental Protection Agency’s into place can create secondary issues. CR technology assessment centre. “Not just England found that it had to mount side data in a test cell.” skirts aft of the landing gear, to make it pMC

The road isn’t one size fits all.


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May 2014

PMC • 37

hybrid HOPES by James Menzies

Private fleets still find value in hybrid options


hen it comes to alternative power sources, natural gas engines have stolen much of the limelight that was once focused on hybrid vehicles. But several private fleet managers who spoke during recent meetings of the Technology and Maintenance Council continue to find a role for their hybrid powertrains. Coca-Cola Refreshments, for example, has been using hybrids since 2007 and now runs 9% of its fleet on the alternative power as part of a goal to burn 15% less fuel by 2020. To put this target in context, every 1% gain in fuel economy helps the fleet to save about 2 million litres of diesel per year, said fleet asset manager Tony Eiermann. The higher price of the 430-plus hybrid vehicles themselves was largely offset with the help of government grants, and unlike other alternative Hybrid users include Coca-Cola Refreshments and New York City's municipal fleet. fuels the hybrid powertrains do not require special fueling infrastructure. But there is no single solution to creating a greener fleet, Eiermann stressed. Instead, he sees the best approach as a combination of alternative fuels, hybrids, plug-in electric vehicles and natural gas. The experience certainly varies from one fleet to another. Miami Dade County fleet manager Ronald Kleintop found that hydraulic hybrids — which use pumps and fluids to capture the energy needed to launch a truck from a curb — bettered the fuel economy of diesel designs by 20-25%. On selected routes in the Florida municipality, the gains were as high as 56%. “Uptime was much better than we had with our diesels,” he added. New York City’s sanitation department, meanwhile, found that hydraulic hybrids boosted fuel economy a mere 3.2%. There, the preferred option includes hybrid-electrics which offered a 22% improvement over diesel, said fleet manager Rocco DiRico. “None of them are a cure-all, fits-all,” he said. “You have to be diverse.” And there are often other pressures involved. In Miami Dade County, political forces are pushing the fleet to switch to Compressed Natural Gas (CNG). “We are under an order [from the city] where we can’t buy anything that’s not CNG,” Kleintop admitted. “We have no facilities for maintenance or fuelling capability for CNG. I have a tough time with that because, when you find something that works, why do something else?” It’s an example of how political forces can be the most powerful pMC forces of all.

38 • PMC

May 2014




Eaton is now mating its Fuller Advantage Series automated transmission to Paccar engines and offering the option in Volvo trucks as part of the SmartAdvantage powertrain package developed with Cummins. Paccar customers can now order an optimized version of the Fuller Advantage Series automated

Peterbilt is celebrating its 75th anniversary with a

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deign; 75th anniversary emblems; a new proprietary colour dubbed Diamond Red; and rear stainless steel mudflap hangers with anniversary emblem. Inside, you’ll find: a Platinum Titanium interior, accentuated with a new charcoal dash top and blackwood finish trim accents; a 75th anniversary emblem added to the dash accent trim; a steering wheel lined with custom red stitching; black leather seats; and bright gauge bezels, chrome interior handles and a bright logo’d shifter plate, among other features. It will roll through Canada as part of a promotional tour in August and September.


• OPTIMUS PRIME OFFERS GLIMPSE OF NEW STAR Western Star injected some star power into the Mid-America Trucking Show in Louisville, Kentucky with Optimus Prime — the lead truck from the Transformers movie to hit theatres June 27. Ann Demitruk, director of marketing, suggests some of the design elements will be found in the aerodynamic 5700 model to be launched later this year. “It gives you a cue to some of the styling looks,” she said. Other announcements from Western Star include: a larger, 23 US gallon DEF tank for the 4700 model; Meritor’s electronic stability control on all Western Star 4900 trucks; and the Eaton UltraShift Plus now on the 4800 model.


May 2014

PMC • 39


Join Us Now! The PMTC is the only Canadian association dedicated to the interests of private fleet operators.

We offer forums for fleet operators and suppliers to exchange views and resolve issues together, and we are at the forefront in representing your interests to government, protecting your rights and supporting the needs of private carriers. PMTC members are kept up-to-date with industry news through PMTC’s digital newsletter, have access to the Private Fleet Benchmarking Study and the Fleet Security Checklist. They receive member only pricing at PMTC events and on services such as Canada-wide driver licence verification by VerX Direct, and guidance on establishing alcohol and drug testing programs and participating in the group consortium by DriverCheck Inc.

Visit our Website at

Complete and fax this information request form to receive a no-obligation membership kit.

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Mail to: The Private Motor Truck Council of Canada 1660 North Service Road East, Suite 115 Oakville, ON L6H 7G3 Or Fax to: 905-827-8212 Or on line at

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Cummins is introducing a new ISX15 power

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rating that will provide up to 585 hp to support

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The new ISX15 rating offers 560 hp and when spec’d for applications that require the extra power, Jeff Jones, vice-president of the North American engine business announced. Cummins also unveiled a new Connected


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PMC • 41



From the headlines THE RYDER SOLUTION — Ryder OnDemand maintenance solutions are coming to Canada, offering pay-as-you-go preventive maintenance and repair support through Ryder’s network of 40 service locations and more than 400 trained technicians. Private fleets can tap into the network through a monthly fee.

“New complex engine technologies and tightening emissions and safety regulations make it more challenging than ever to maintain a large fleet of vehicles,” said Jerry Brown, Ryder Canada vice president and general manager - fleet management solutions. “Many fleet owners no longer have the capital or resources to hire and train qualified technicians and invest in maintenance infrastructure.” Customers also have access to 24/7 roadside assistance, extended repair hours, and available replacement vehicles. U.S. CLOSER TO EOBRs — Mandatory electronic logging is one step closer to being a requirement in the U.S. The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) has proposed mandating

42 • PMC

May 2014

Electronic Logging Devices (ELDs) — or Electronic Onboard Recorders (EOBRs)— for interstate commercial trucks and bus companies. Electronic logs would be available to FMCSA personnel or law enforcement during roadside inspections, compliance reviews, and post-crash investigations. Motor carriers who harass drivers into an hours of service violation would face a penalty of up to $11,000. BIGGER Bs — Ontario plans to increase B-train lengths from 25 metres to 27.5 metres. The change is to accommodate the technologies needed to meet air quality standards and reduce greenhouse gas emissions, the province announced. The new length is packaged within the Keeping Ontario’s Roads Safe Act, along with other amendments to the Highway Traffic Act. Other changes include bigger


news fines for distracted driving, climbing from $60-$500 to a range of $300-$1,000 and three demerit points. HINO MILESTONE — Hino Trucks recently delivered its 10,000th truck to Penske Truck Leasing. Hino noted the 2015 model 268A is well suited for the lease and rental market segment, and will be deployed in Penske’s rental fleet, the companies announced. TRAILCON PURCHASES HUBS — Trailcon Leasing has announced the purchase of Hubs Trailer Service, significantly expanding its Western Canadian presence. “Hubs is well known for its ability to serve customers quickly and with a ton of expertise,” said Trailcon president Al Boughton. “They have an impressive shop for doing major repairs

and safety inspections and they’re open seven days a week. Add to that our own fleet maintenance services, plus our long-term leasing and local rental business, and you see how we can offer a whole new level of service.” PORT STRIKE CONCLUDES — After stranding hundreds of millions of dollars in cargo at Vancouver’s container terminals, port truckers ended their 28-day strike in late March. “We had to sit down and look at each other in the eyes and realize we weren’t that far apart,” said B.C. Premier Christy Clark. Unifor, representing about 250 truckers, participated in the negotiations along with the United Truckers’ Association of B.C., which represented more than 1,000 non-union workers. The dispute included pay, rates, unpaid waiting time, and

allegations of undercutting. A 14-point plan involves a 10% hike in trip rates, $25 for owner-operators forced to wait two hours past scheduled pickups, an update to rates and fuel surcharges in 2015, and more. Terminal gates will also be opened longer when there is demand. WRITERS HONOUR MACK TWIN Y — Beating five other finalists, the Mack Twin Y Air Suspension won the Truck Writers of North America’s (TWNA) Technical Achievement Award for 2013. The Twin Y Air Suspension is the industry’s first to use a Y-shaped high-strength steel design. In addition to providing excellent handling and a stable ride-potentially extending drive tire life — it is also up to 403 lb. lighter than other air suspensions currently on the market.

May 2014

PMC • 43

One drive will autOmatically shift yOur thinking.

Pulling a full load between two white lines can be exhausting— unless the truck does most of the work. Introducing the revolutionary Mack® mDRIVE™—the impeccably smoothshifting automated transmission that makes hauling a big load easier, safer, and more fuel-efficient. Handle any situation with confidence, even the unexpected. And never think about switching gears again. Experience the mDRIVE at your local Mack dealer.



PMTC is pleased to recognize those companies marked

Ancra43 Brossard Leasing 42 Capacity of Ontario 41 CiT Financial 36 Cummins  12 Drive Products 17 Eaton Roadranger 37 Espar8 Fort Garry Industries 35 Fortigo Freight Services 23 Freightliner Trucks 2

as valued members

Great Dane 4 GTA Trailer Rentals 24 Hino47 Howes Lubricator 16 Huron Services 18 Mack Trucks 44 Maxim 13, 15 Michelin28 Peoplenet20 Peterbilt of Canada 48 PMTC 30, 31-34, 38, 40

index Ridewell Suspensions 25 Ryder14 SAF-Holland37 Securitrim45 Shaw Tracking 39 Truck-Lite27 TMW Systems 22 Twin City Graphics 26, 29 Utility Trailers 10 Volvo6

T:10.75" May 2014

PMC • 45




2003 – 15 2014 – 3,000

The SmartWay A decade of fuel savings

The SmartWay Transportation Partnership has spent a decade helping Canadian and U.S. fleets find ways to burn less fuel. Private Motor Carrier magazine offers a look at the numbers.



The program includes shippers, carriers, rail and logistics firms, and several Fortune 500 companies. Partner shippers include Best Buy, Hewlett Packard, Lowe’s, The Home Depot, Sharp Electronics, and General Motors.




Illustration: Kenworth



2003 – U.S. Environmental Protection Agency announces 15 SmartWay Charter Partners in Chicago

Reduced carbon pollution –


million metric tons

Barrels of oil –



2005 – SmartWay launches Technology Verification program to assess idle reduction technologies, tires, aerodynamic equipment 2005 – Natural Resources Canada and EPA join to coordinate project to reduce idling, deploy clean technologies, and increase driver training and awareness 2008 – SmartWay reaches 1,000 partners 2010 – Second generation of tracking and assessment tools launched

Fuel costs – US 46 • PMC

May 2014



2012 – SmartWay comes to Canada. Natural Resources Canada signs letter of agreement with EPA


Private Motor Carrier magazine is the official publication of the Private Motor Truck Council of Canada.